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If a dog is man’s best friend, then it’s conceivable the sport/utility vehicle is man’s best tool. And when we say “sport/utility vehicle,” we’re talking a truck-based, ladder-frame SUV here, not a car-based crossover that’s as soft and common as UGG boots. In its proper guise–equipped with four-wheel drive, low-range gearing, a live rear axle, plentiful ground clearance, and suitable tires–the basic, midsize SUV can take man to destinations otherwise unattainable if left to the wimpy car-based ‘ute.

And what about hauling all of a man’s gear, food, and friends? The good old best tool once again rises to the occasion, pulling double-duty as a five-passenger transporter and a 30-cubic-foot locker. And, as is often the case these days, the off-road-bent SUV doesn’t beat up its buyer with a hefty price tag or a lack of amenities. Rather, it dips shallowly into one’s bank account–prices generally open at well under $30,000–and coddles passengers with such conveniences as a CD changer, cruise control, and heated seats.

Scanning the current crop of SUVs revealed four such truck-based midsize machines. The all-new 2007 Toyota FJ Cruiser is a retro-inspired rock-hopper that harks back to the cult-classic FJ40 of the 1960s. Based on a modified 4Runner platform, the FJ is touted by Toyota as the most competent 4×4 in its U.S. lineup. When talking about competent 4x4s, one can’t ignore Jeep and Hummer. Stalwarts in the off-road world–be it military, racing, or recreation–each offers an entry-level sport/ute designed for precarious excursions. The Liberty receives Jeep’s “Trail Rated” stamp of approval, which, according to the brand, translates to an SUV “designed to perform in a variety of challenging off-road conditions.” The H3, the baby of the hulking Hummer family, appears the most promising off-road, what with its enormous 33-inch tires and ornately visible tow hooks and skidplates. Last but certainly not least, there’s our 2006 Sport/Utility of the Year, the Nissan Xterra. The Xterra is the type of vehicle that quietly goes about its business while garnering nearly all the praise and respect.

We set out for the snowy peaks of the Eastern Sierras and its two-layer off-road cake of hard-pack and powder to test each vehicle’s adeptness in the white stuff. We followed it up with a visit to Southern California’s off-road Mecca, Hungry Valley, to assess the vehicles’ abilities to climb hills, overcome boulders, and traverse deep piles of river wash. And, of course, between destinations, we trudged along stretches of highway to discover which vehicle offered the best ride, handling, and everyday liveability. Which brute/ute would finish at the front of the pack?

The Runt: 2006 Jeep Liberty RenegadeIt doesn’t take a measuring tape to see that the Liberty is physically overshadowed by the other three SUVs, each of which is longer, wider, and taller. The Jeep’s cute, bug-eyed facade tells that story, especially parked next to the Hummer. Nor does it take a book on modernism to understand that the Jeep is older than its competitors.

Indeed, its two-valve engine and poor ergonomics (c’mon, power window controls on the center console? And why is the driver’s seat cushion positioned high enough for toddlers?) reveal the Liberty’s age. And it shows. With 210 horses stirring underhood, all spurred by a four-speed automatic, the Liberty was the second slowest from 0 to 60 (9.4 seconds) and through the quarter mile (16.9 at 79.3 mph), outpaced by everything except the behemoth H3. In the snow, the Liberty did a commendable job holding its own, its skinny Goodyears akin to warm pizza wheels in ice cream. But in Hungry Valley, the Liberty didn’t fare so well. With 6.4 inches of running ground clearance, the Jeep was the only vehicle to continuously pound rocks with its underside, prompting more grimaces than an Ashlee Simpson concert.

Attempting to climb a steep, undulating hill in 4Low, the Liberty could only attempt, not conquer, the feat, thanks in part to the lack of a locking rear differential and a second-worst Ramp Travel Index (see sidebar). Through the dry riverbed, the Jeep felt the frailest and the jitteriest, its structure and suspension creaking and rattling over the washboard, its steering column transmitting every moan. On-road, the Liberty provided a decent ride bested only by the Toyota’s, but its slow, sloppy steering sapped the fun out of city navigating. Carrying an as-tested price tag of $27,550, the Jeep was the least expensive of the bunch. But, as the saying goes, you get what you pay for.

The Athlete:2006 Nissan Xterra OR-V6 An excerpt from the driver’s log sums up the Xterra’s eminence: “Definitely the sports car of this group.” Not only is the Nissan objectively the sportiest of the foursome–it recorded the best 0-to-60, quarter-mile, and slalom numbers–but it’s subjectively a Z-car among type-A trucks. The steering, although tuned with a languid 20.4:1 ratio, felt the most linear, delivering quick turn-in and excellent feedback. The suspension, despite delivering a firm, sometimes jerky ride, rewarded drivers with the flattest cornering feel, evidenced by the best-in-test 0.72 skidpad grip.

Tip into the throttle, which is tweaked within an inch of being too sensitive, and it talks back with instant, easy-to-modulate engine response as well as the raspiest exhaust note. The sound and feel of the Xterra substantiate its claim as the most powerful SUV here. In the soft and slushy stuff, the Xterra shined, effortlessly mowing BFGoodrich tracks through the deepest snow. In fact, after our romp in Mammoth Lakes’ winter wonderland, the Xterra was deemed the odds-on favorite to take home the trophy. A few hours into our visit at Hungry Valley proved more challenging for this impressive contender, however.

Saddled with the lowest Ramp Travel Index (RTI), the Xterra was unable to overcome our test hill, even with its “Rugged Trail” tires and the rear differential locked. It was mostly this off-road deficiency that kept our 2006 Sport/Utility of the Year from nudging the first-place finisher. That said, the Xterra’s $29,325 as-tested sticker (thriftier than the H3 and FJ’s), superb track performance, and sporty feel secure it a title all its own–the sportiest of these sport/utilities.

The Beast: 2006 Hummer H3Just as the Jeep’s diminutiveness is obvious, so is the Hummer’s enormity. Not only is the H3 longer and wider than the FJ, the second biggest of the group, it’s also the heaviest–434 pounds porkier than the next-plumpest Xterra. At the track and on the highway, that bulk becomes evident. The sprint to 60 requires 11.1 seconds, nearly two ticks more than the Jeep, and the quarter mile takes 17.9 at just 76.9 mph. The question arises: Does the word “slow” do the H3 justice or injustice?

The H3’s beefed-up Chevy Colorado chassis is arguably overengineered and thus obscenely heavy, but it’s the borrowed Colorado powertrain–a 220-horsepower I-5 and a four-speed automatic–that really chops off the H3 at the knees. Passing on the highway? Best to pass on that idea. Moreover, the Hummer offered the bounciest, most punishing ride of the group; its gargantuan rubber was more apt to wobble on uneven freeway surfaces; and its pure two-box shell was the most susceptible to wind buffeting.

Taking the H3 off-road, however, now that’s a great idea. Although the Hummer didn’t rise above the others in the snow–its heft and 285mm-wide Bridgestones made it the elephant of the pack–it did excel in Hungry Valley, where its ultralow 4.03:1 reduction ratio, 33-inch tires, and rear locker flattened hills and squished boulders without a drop of sweat. Coming in at $29,500 to start–more than the as-tested costs of the others–and $37,920 with options such as the $3230 Luxury Package and the $925 Off Road Suspension Package, the H3 was the priciest. Carrying that kind of premium, the Hummer’s off-road prowess becomes expected, almost overlooked, while its on-road incompetence turns infamous.

The All-Rounder: 2007 Toyota FJ CruiserBefore you get on your computer and begin keyboarding a nasty letter that derides us for picking this new Toyota over our recently anointed SUV of the Year, rest assured we have legitimate reasons. First, the 2007 FJ was neither eligible nor available during our SUOTY testing, which, uhm, puts it at a slight disadvantage. And, second, it nips at the sporty Xterra’s heels at the track, betters it in the ride department, and surpasses it off-road. Oh, and it looks way cooler. As we mentioned earlier, the Xterra is the sports car of the group, which makes this FJ the sport sedan, providing acceleration numbers similar to the Nissan’s (0-to-60 in 7.6 seconds and the quarter mile in 16.0 flat at 86.4), yet delivering a ride–on- and off-road–that feels downright cushy in comparison.

Furthermore, the FJ’s compliant suspenders don’t hamper handling, serving up a respectable 0.69 g on the skidpad and an Xterra-matching 29.3-second run in the figure-eight test. The steering feels communicative, if a tad more numb than the Nissan’s, and the four-wheel vented disc brakes (the others feature solid rear discs) are vicelike, halting the FJ from 60 mph in best-in-test 127 feet. The FJ made easy work of the snow, its Active Traction Control (A-TRAC) system living up to its promise of minimizing wheelspin and functioning like a limited-slip differential. A-TRAC also proved its merits in Hungry Valley, where, complemented by 32-inch tires and the second-widest track, it assisted the FJ up and over the hill test, and through the sand wash sans any drama. And while the FJ lacks genuine forward-hinged rear doors like the others, its “Access Doors,” which open 90 degrees, nonetheless make ingress and egress a snap.

Inside, the FJ ergonomics are first-rate, right there with the Xterra’s, and head and shoulders above the Jeep’s and Hummer’s. With a starting price of $23,905 for a 4×4 with an automatic–not to mention $29,360 for our loaded tester–the FJ is not only a steal, but also an easy choice as the leader of this pack.

How They (Trail) RateBy mark williams

Although some manufacturers want you to believe their SUVs are the only vehicles capable of navigating a difficult trail, the truth is all four of our test units do well–but not all SUVs are created equal. To gauge suspension flexibility, we utilized a device called “The Ramp” to measure the limits of suspension twist a vehicle can absorb while keeping the three remaining tires on the ground. The higher up the ramp before a tire lifts, the better the vehicle should be able to flex over rough terrain. Although a good predictor, RTI isn’t the only factor in determining 4×4 aptitude. Some manufacturers are beginning to use ultralow-range gearing to give their 4x4s extra pulling power. In addition, push-button locking rear differentials and smarter traction-control systems are becoming more popular. And, of course, the type of tire an automaker offers says a lot about how it expects its vehicle to be used. Here’s what we found after a day of rock bashing and sand-wash blasting.

Fourth Place: Our “Trail Rated” Liberty had a not-too-shabby 450 RTI result, but had the smallest tires of the group (225/75R16) with the least aggressive tread. Gearing is adequate, but the clumsy slot-machine 4WD lever puts up a fight when going into and out of 4Low.

Third Place: The Xterra scored a 384 RTI (lowest of the four), but did offer a big tire (265/75R16) and an electronic locking rear differential (some called it the “Save Me!” button). The 4.0-liter V-6 is powerful and responsive, making the Nissan a favorite in the high-speed sand washes.

Second Place: The Toyota FJ’s suspension uses coil springs in front and back and scored a solid 491 RTI. The “A-TRAC” traction-control system calculates the right amount of traction needed in high and low range. And, although it’s loud and vibrates like crazy when engaged, several testers appreciated the A-TRAC’s feedback. In addition, the FJ offers a push-button rear locker (which disconnects traction control), and runs the dry-wash trails like a Baja pre-runner.

First Place: With the most compliant suspension, the H3 scored a 521 RTI and has a transfer-case low-range gear almost two times lower than do the others. In addition, the Hummer had the biggest, most aggressive tires (285/75R16) and a smart traction-control system that works in combination with a rear locker. If there’s a weakness, not surprisingly, it’s the anemic I-5 that had trouble pushing our 2.5-ton H3 through the desert sand washes.

Conclusion

1st Place Toyota FJ CruiserGreat on- and off-road, striking styling, and a base price in the basement.

2nd Place Nissan Xterra OR-V6Quick and agile, our Sport/Utility of the Year is still running up that hill.